Brake construction



July 15,1941. 1

c. HOLLERITH BRAKE coNsTRUc'noN Filed may 2'4, 1959 2 Sheets-Sheet 1 CHARLEE HULLERITH July 1&5, 1941. vc. HoLLERlTH 2,249,139

'BRAKE CONSTRUCTION Filed May 24, 1939 Sheets-Sheet? IIIIIIIIIlII/lll C'HARLEE HDL LER! TH Patented July 15, 1941 BRAKE CONSTRUCTION Charles Hollcrith, Jackson, iMich., assignor to Hayes Industries, Inc.,. Jackson, Mich., a corporation of Michigan applicatio May 24, 1939, semi No. 275,354

(Cl. 18s-7s) 3 Claims.

The present invention relates to improvements in brake mechanisn having general application and particularly adaptable to brakes upon aircraft.

Because of the relatively small which brakes for aircraft are manufactured, `as compared with vehicle brakes, they are expensive in construction. Moreover, all differences in weight and streamlining between aircraft aifect brake perfomance and capacity. Thus the field of application of a specific aircraft brake has heretofore been extremely limited and the manufacture of brakes of diierent capacity -and performance has been relatively inexible.

Thus it becomes the object of the present -invention to improve the design of brake mechanism so as to facilitate the manufacture of brakes of desired perfomance and capacity for quantities in torque plate I2. VThe structure fortransferring the torque from the brake shoe I4 to the torque plate I2 comprises links28 and 38pivotally supported at one end upon pins 32 and 34 mounted in the heavy sections of the brake shoe I4 and forked at theiropposite ends to have both abutting and lost motion connections with pins 36 and 38.supported in thegforked sections 46.*and

42 of the torque plate I2 depending upon the direction of servo action.

y Supported fromv the torque plate, I2 in a well known manner is the `operating cylinder 44 of satisfying diiIerent braking problems. The invention is deemed to reside in the arrangement, combination and construction of parts disclosed and their mechanical equivalents for carrying out the aforesaid object.

In the drawings, wherein two different types of brakes are shown embodying the invention,

Fig. 1 isa side elevational view of a reversible `servo brake constructed in accordance with the present invention, Y

Fig. 2 is a cross-sectional view taken on line n n of Fig. 1, l

Fig. 3 is a sectional view taken on line III-III of the control lever,

Hg. 4 is an enlarged fragmentary elevational view of a detail of the construction shown in Eg- 1,

Fig. 5 is a broken view similar to Fig. 1 o f a unidirectional servo brake embodying the present invention,

Fig. 6 is a cross-sectional view taken on line VI-VI of Fig. 5, and

Fig. 'I is a fragmentary elevational view of an adjustable connection between the servo control lever and the brake shoe.

In Fig. 1 is shown a brake assembly I0 par ticularly designed for aircraft use, being of a reversible servo type. The torque plate is indicated at I2 and supports the brake shoe I4 which is diminishing T-section from points I6 and I8,

at which the torque is transferred to the plate I2, ilo-the central point 28. Plates 22 attached to the'web of :the brake shoe I4 coact with adinstable equally known construction. Pistons 46 carry piston rods 48 which are pinnedl at r5I) to the forked ends 52 bf the generally L-shaped servo control levers 54. As more clearly shown in Figs.

3 and 4, the levers 56 at their outer ends are pinned at 56 to the 4pivotal connectorlinks' 58 pinned at Iill to opposite ends of the brake shoe I4. The control levers 54 are pivotally connected to the torque plate I2 at 62 land have inner ends 64 to which the retractor springs .66 and 68 connect. As between right and left hand brake assemblies the only difference in construction re.

-sides inthe fact that the springs 66 and68 are of d iiferent tension with the heavier spring holding the anchored end of the brake shoe for brak-` ing forward movement of the aircraft` or vehicle upon which the brake is installed. Thus if the spring 68 is the heavier with .the brake released, f

the forked end of the link 30 would be held solidly against the pin 38. Where .the springs 66 and 468 are' of .equal tension ora single compression 'spring is-used between the tail .portions 64 of the lever 54, a separate spring will be used to hold one of the anchor ends of the brake shoe I4 against one of the pins 36 and 38.

One of the features of the above describe `construction resides in the fact that by the simple operation of changing the location at which the holes I0 are machined in the control levers 54, the character of performance'and capacity of the brake may be materially changed to meet the particular need. As shown in Fig. 4', change in 'location of the hol'e I8 receiving the pin 56'wil1 alter the line of applied force as inguiding stops 24 which may be` of the same general construction as shown in my U. S.

Patent No. 2,124,949. As more clearly shown in Fig. 3, a fairing 26 is shown supported Vfrom the `dicated by the arrow. As the-location of the vhole 10 is moved toward the pivot 62, the applied force will be more radial .and less tangential with the .result that the servo action will be increased. In

.practice it has been found that where similar brakes give satisfactory performance upon an aircraft of one weight and unsatisfactoryv performance upon an aircraft of slightly greater 4 lock nuts 86'.

the brake to the heavier aircraft.

. 5 and 6 the control lever construction ofll'lg. lisshownadaptedtoabrakehaving servo action in only one direction oi wheel rotation. One end ofthe brake shoe 12 is shown pivoted at 14 to the toruueplatell carrying the single acting cylinder 1l. The opposite end I0 of the brake shoe I2 is projectedand retracted by the control lever I4' the primed reference character of which indicates similar unprimed parts ofFig. 1. -The operationin the single act ingservobrakeisthesame asinthe doubleacting brake of l'ig. 1.

In Fig. 'I is shown a modiiled form of servo control lever in which provisions are made for adjusting the pivotal axis of the linkage between the control lever and the brake shoe. As illustratedthepinileonnectingthelinksiltothe control levers N" is carried in a block 82 guided in a slot 84. Adjustment screw 8l locates the block 82 in the slot 84 in conjunction with the 'Ihis arrangement for regulating the line of action oi' the applied braking force through the links Il enables individual' brake adjustment in the ileld to the particular installation. Numerous other forms oi adjustment structure will readily suggest themselves to those skilled in theart all within the scope of the present invention. The tail 6 4" is shown formed into a spring seat at Il to take the thrust of the compression spring ll guided by a rod 92 and extending between the tails of the control levers.

Having described my invention, what I desire to protect by Letters Patent and claim is:

. y 2,249,189 weight, a slight change in location of the holes m'ishuatomueplate. acurvilincar brakeshoehavlng A oneendwithsaidplataahnheactuat ported from said 1. A servo type brake tween saidbarandmeans.

2. Aservotypebrakeoomprisingatorqueplate, acurvilinearbrakeshoehaviluananchorageat one end with saidplate,ahrakeactuatornn ported iromsaidplateadiacenttheotherend of said shoe, a servo control lever pivotai'ly sup- 3. A servo type brake comprising a torque plate, acurvilinearbrakeshoehavingananchongeat oneend with said plate, a brake actuator supported from said plate adjacent the other end of said shoe, a servocontrol lever pivotaily supported upon said plate and'oonnected to said actuator,andapushbaroonnectedtosaidother end ofvsaid shoe and selectively oonnectable to said lever at radially spaced point with the points of connection oi' said bar with said lever characterizing the servo action.

CHARLE HOILERITH.

anallciiongeatV IUD- 

